MacGregor - Cargotec

Transcription

MacGregor
news
CUSTOMER MAGAZINE
ISSUE 166
SPRING 2013
Simulation allows
decisions to be based
on realistic data
8
18
New crane control features enable
faster, safer and closer lifts
20
Ship design should start
with earning ability
23
MacGregor expertise accommodates
ConRo cargo mix
Contents
4
News
offshore
6
A new MacGregor crane brings threedimensional motion compensation to the
offshore market
8
Simulation technology optimises a
product’s effectiveness while enhancing
ship safety and operational efficiency
10
High degrees of reliability and
performance have earned MacGregor
repeat offshore crane contracts
11
Conversions make good use of
existing assets
12
Deliveries on track for 20-winch order for
offshore pipe-layers
12
merchant shipping
14
MacGregor offers its customers two types
of inspections so they can see how
consistent quality is maintained
16
Quality assured: MacGregor is expanding
its quality assurance certification
Simulation can help
at every stage: from
concept to operation
17 The benefits of dedicated account
management
18
New CC3000 crane control features enable
20
A process that analyses a container ship’s
cargo profile is now undergoing trials
22
MacGregor’s new A-class lashing bar
unlocks container stowage potential
23
ConRo cargo mix
26
Eleven port projects, one year to
deliver them
30
Versatile self-unloaders can
use almost any port
14
8
22
23
customer service
27
Crane upgrades improve safety of
ship-to-ship personnel transfers
28
Sealift RoRo ramp modifications further
enhance military capabilities
31
Contacts
MacGregor News is Cargotec’s customer magazine with distribution of approx. 15,000 copies. Publisher: Cargotec Corporation, Porkkalankatu
5, FI-00180 Helsinki, Finland. Editor-in-Chief: Heli Malkavaara Layout: Maggie/Zeeland Printed by Punamusta, Joensuu, Finland. The opinions
expressed by the authors or individuals interviewed do not necessarily represent the views of Cargotec. The content of the magazine (with the
exception of photos) may be reproduced provided that the source is mentioned.
Not just surviving but growing
We constantly develop the way we work, both with our customers and internally as an
organisation; this is essential for our future success and growth.
Working closely with our customers on efficient and sustainable cargo flow solutions
starts with investing in the R&D needed to widen our portfolios for all types of ships,
and to enter new segments.
Environmental accountability and maximum efficiency are universal aims, and central
to our global developments. Not only do we constantly improve both, and recent examples include advances in crane control software and electric drive technology, but we
also want to change some fundamental processes in ship design.
An efficient cargo handling system minimises emissions caused by transporting the
commodity being carried, but we want to go further. We can help customers consider how they make the most money from a ship. To do this we are trialling a computer modelling system that takes the earning ability of a ship as the starting point, and
makes this the cornerstone on which to base decision-making about container stowage and lashing. In conjunction with
this we have developed a new lashing bar that potentially enables more containers to be carried.
Our aim is to grow and not just survive this challenging market. While we will continue to serve our offshore customers
from our European competence centre, more than 70 percent of MacGregor’s sales are generated in Asia-Pacific and our
presence in Asia is an essential element for this growth. Therefore, we have made the decision to be domiciled in Singapore.
We expect the shipping market to continue to be challenging for the foreseeable future, however, the trends for improved
energy-efficient and environmentally-friendly ships provide a growth opportunity for MacGregor. Container, RoRo and
ConRo carriers particularly benefit from an earning-ability approach. A recent run of orders for RoRo ships and car carriers from various yards and owners further cement our preferred supplier status in this arena.
Mikael Mäkinen
President, MacGregor
About Cargotec
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MEUR
2012
2011
Muutos
Orders received
3,058
3,233
-5%
Order book
2,021
2,426
-17%
Sales
3,327
3,139
6%
Operating profit *
157.2
207.0
-24%
4.7
6.6
Cash flow from operations
97.1
166.3
Earnings per share, EUR
1.45
2.42
Operating profit margin, % *
Sales by reporting segment 2012, %
MacGregor 32% (39%)
Hiab 25% (24%)
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Kalmar 43% (37%)
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Sales by geographical segment 2012, %
Americas 24% (21%)
EMEA 40% (40%)
APAC 36% (39%)
*excluding restructuring costs
MacGregor is the world’s leading brand of engineering solutions and services for handling marine cargoes and
offshore loads. MacGregor products serve the maritime transportation, offshore and naval logistics markets,
in ports and terminals as well as on board ships. Our cargo flow solutions integrate cargo access, stowage,
care and handling functions to suit a particular ship’s cargo profile. This benefits its productivity, environmental
impact and profitable service lifetime. www.macgregor-group.com
News around the world
Maritime conference gathers
customers in Greece
The Navigator Maritime Conference in Piraeus, Greece, has once again proved
to be a successful event for MacGregor, further strengthening its networks and
relationships with shipping companies. The 11th annual one-day conference was
held at the end of 2012 and was followed by a technical seminar presented by
MacGregor experts. It was attended by more than 400 participants, including a
number of MacGregor customers.
“This was a particularly successful event for us,” says Athena Kanellatou,
MacGregor Greece’s Branch Manager. “We have been a part of the conference for
a number of years, and benefit from the knowledge that we gain from attending it,
along with enjoying the opportunity to meet new and existing customers.”
MacGregor’s technical seminar session was held after the conference and was
attended by 45 shipping companies. It focused predominantly on environmentallyfriendly electrical technical solutions.
Mika Vehviläinen: “The importance of transport and
logistics will continue to increase in the future”
Flexibility raised
on DFDS trio
Cargotec’s new
President and CEO has
logistics background
Mika Vehviläinen started as Cargotec’s
President and CEO in March. He graduated with
an MSc in economics and has held executive positions at Nokia, Nokia Siemens Networks and as
President and CEO at Finnair. He has also worked
on logistics and service development in the US
and in Asia.
“During his successful international career,
Mika Vehviläinen has convincingly proven his
leadership and results-creating skills – even
during difficult circumstances,” said Cargotec’s
Chairman of the Board, Ilkka Herlin. “The Board
is certain that under his management Cargotec
is well prepared to face the future changes and
challenges.”
Mr Vehviläinen said: “The importance of
transport and logistics will continue to increase
in the future. Cargotec, as the forerunner in cargo
handling solutions, offers an interesting challenge. I am excited to develop the Cargotec business further, together with its personnel.”
4
MACGREGOR NEWS | ISSUE 166
MacGregor has completed a turnkey
conversion order on three of DFDS’s
32,289gt RoPaxes including Ficaria Seaways
Last summer, MacGregor’s RoRo conversion team and its service branch in
Gothenburg, Sweden, carried out a turnkey conversion order on three of Danish
operator DFDS’s largest vessels. Work on
board the 32,289gt RoPaxes Tor Begonia
(renamed Begonia Seaways) and Tor
Freesia (renamed Freesia Seaways) was
carried out at Fayard, in Denmark, in July
and August, and on Ficaria Seaways alongside in the Port of Gothenburg, Sweden, in
July. All three vessels are deployed on the
company’s liner service between Ghent in
Belgium and Gothenburg.
“MacGregor was contracted to increase
the height between the lower deck and the
hoistable car decks so DFDS could load
sport utility vehicles (SUVs) as well as
standard cars on the lower deck,” explains
Magnus Göransson, Branch Manager
for MacGregor Service in Denmark and
Sweden.
“We raised the height on the upper
hoistable decks by 100mm and adjusted
the access ramps and chamfer plates for a
smoother transition with the lower deck
panels as some vehicles were previously
scraping the deck when driving on and off
the access ramps.
“The clear height between the hoistable
car decks and deck No 4 is now 1,700mm
and the clear height on the lower deck is
1,900mm. We also reinforced the existing car deck panels, flanges and buckling stiffeners on the lower car deck level,
which increased the loading capacity to
2,200kg for a private car, with an axle load
of 1,200kg”.
News around the world
Container efficiency advances
enhance vessel profitability
A series of new MacGregor products and services
is destined to make step-changes to the way that
shipowners and yards look at the productivity and
profitability of both newbuild and existing container ships.
MacGregor is trialling a new process that analyses
a container ship’s cargo profile and enables a vessel’s
earning ability to be the design starting point for its
container stowage and lashing system (page 20).
In addition to this, MacGregor has developed
the A-class lashing bar to widen the use of external
lashing systems, which can lead to a ship carrying
more containers (page 22).
PS MacGregor’s new lashing catalogue is also
out. It can be viewed via our web pages, http://www.
cargotec.com/en-global/macgregor/products/lashing-systems/Pages/default.aspx, or a printed copy
can be requested, [email protected].
More MacGregor
cargo access packages
for ACL’s G4 ConRos
A prestigious new cargo access contract
for five Container/RoRos (ConRo) has
been secured by MacGregor. The vessels are to be built at Hudong shipyard in
China for Atlantic Container Lines (ACL),
which is part of the Grimaldi Group of
Naples.
The order includes MacGregor RoRo
cargo access equipment, hatch covers and
cell guides and container lashings for the
fourth-generation (G4) vessels, which have
a container capacity of 3,800 TEU and can
accommodate 1,307 car units. This contract
follows a run of new ConRo orders and
deliveries secured by MacGregor (page 23).
Electric-drive technology specified for two more car carriers
The end of 2012 saw work commence on
electrically-driven MacGregor RoRo equipment for two new car carriers under construction at Shin-Kurushima’s main facility,
Onishi Shipyard, in Japan. Each ship will be
supplied with a stern ramp, a side ramp, six
internal ramps, a ramp cover and hoistable
car decks.
“There are good commercial reasons
for shipowners to choose electric drives,”
says Magnus Sjöberg, Sales Director for
MacGregor RoRo.
“One of their major advantages is the
elimination of hydraulic oil leaks that cause
pollution and cargo damage. An additional
advantage is that they are easy to monitor
and service.”
“These new vessels will be fitted with
a touch-screen monitoring system for the
electric drives, which has improved the
commissioning process of each of the
drive units because of its user-friendly
interface and flexibility,” explains Mr
Sjöberg.
The monitoring system will provide
a continual data stream and equipment
status updates. It has been optimised
for future developments and is ready for
external integration into other ship management safety systems.
The first vessels with all-electricallydriven internal and external RoRo outfits entered service in 2011, including
Nissan’s eco-friendly coastal car carrier,
Nichioh Maru, which was also delivered by
Shin-Kurushima.
Nichioh Maru was one of the first
car carriers with all electricallydriven internal and external RoRo
outfits
ISSUE 166 | MACGREGOR NEWS
5
OFFSHORE
Specific operational demands
drive innovative
solutions
Innovative solutions
tailor-made for
VSHFL¿FRSHUDWLRQDO
requirements include
a new MacGregor
crane bringing threedimensional motion
compensation to the
offshore crane market
A new infield support vessel (ISV)
will feature a MacGregor offshore
crane that will land containers of
tools and equipment on small, high
platforms with little margin for
error. Siem Offshore approached
MacGregor’s Competence Centre for
Advanced Load Handling, Offshore
in Kristiansand, Norway, to develop
the crane especially for the 74m Siem
Moxie, which is under construction at
Fjellstrand shipyard in Norway. The
ISV will operate in the offshore renewable energy and oil and gas markets,
carrying out installations, repairs,
maintenance and general service
duties.
“This crane is a first of its kind, not
just for MacGregor, but for the offshore industry,” says Frode Grøvan,
Director, Sales and Marketing,
Advanced Load Handling.
6
The crane has a safe working load of 5
tonnes at a 25m outreach and features a
telescopic jib, operated by a hydraulic rackand-pinion system, to achieve the required
combination of lifting height and compactness when not in use. All the main operational functions will be controlled from an
operator cabin with good views of the main
deck and lifting zones. Delivery is scheduled
for January 2014.
“We are working with our customer on
the operating window specification, but the
operational limitation for the vessel and its
other equipment is a significant wave height
of 3.0m and this is also our target for the
crane,” Mr Grøvan says.
“Three-axis compensation
ensures that the crane’s pedestal
remains vertical in relation to the
sea bed, so that it will always be
parallel to the windmill structure”
– Frode Grøvan
One specific task for Siem Moxie will be to
transfer containers of tools and equipment
to the top of offshore windmill foundations
to install power cables and other apparatus
before the rotating parts of the windmill are
installed. The vessel will also be used for
maintaining windmills that are in operation.
During these operations, Siem Moxie will be
operating in DP (dynamic positioning) mode.
“The landing platforms are about 20m
above the water and they are only 4m2, so
precise load handling is necessary,” says Mr
Grøvan. “Although MacGregor’s standard
active heave compensation (AHC), supplied
through a crane’s winch, compensate for a
vessel’s vertical movements; a greater degree
of precision was required in this case.
“In addition to compensating for vertical motions in a seaway, we needed to
develop new technology to compensate for
the vessel’s movements in the horizontal
plane: pitch and roll. If you can compensate
for these motions, you can ensure that the
crane’s pedestal remains vertical in relation
to the sea bed, so that it will always be parallel
to the windmill structure.”
MacGregor’s solution involves hydraulically tilting the crane’s foundation. The
crane has an outer steel foundation welded
to the deck at the centre point of the vessel.
“Although all areas of the vessel experience the
same angular movements in a seaway, positioning the crane at the centre of the vessel
minimises the actual physical displacement of
the crane and its load,” explains Mr Grøvan.
The fixed foundation is connected to an
internal foundation system supported by
a hydraulically actuated two-directional
motion compensation system employing four
high speed hydraulic cylinders. These tilt cylinders are arranged in two pairs; one pair is
sufficient to provide full system functionality,
so this provides a good level of redundancy.
Each cylinder is fitted with a positioning
sensor, to provide real-time feedback to the
control system.
Adding in the heave compensation provided by the winch’s built-in AHC capability
creates a full three-axis (x, y and z) compensation system, which keeps a suspended load
fixed in a selected position within the crane’s
operational parameters.
A motion reference unit (MRU) will be the
primary sensor for calculating heave motion.
In addition, a secondary sensor placed in
the crane boom tip will be used to verify the
MRU’s accuracy and provide overall redundancy, adding to the system’s safety.
The jib’s luffing and slewing controls
remain fully functional with the three-axis
compensation activated. “This makes precise
load positioning possible without shutting
down the compensation mode or moving the
vessel,” Mr Grøvan says. “While a similar operational end result might have been achieved by
making use of the crane’s luffing and slewing
functions to control the position of the head of
the jib, it would have resulted in a more complex solution and it would have been difficult
to achieve the required speed of response”.
“This crane is a first of its kind,
not just for MacGregor, but for
the offshore industry”
– Frode Grøvan
The crane can also be used for a variety of
other purposes, including ship-to-ship operations. Mr Grøvan explains that under normal
circumstances, the constant tension function is used to compensate for the motion of
a second vessel when lifting a load from its
deck. “When the hook has been connected to
the load with a slack wire, the crane operator
activates constant tension. The wire is pulled
in by the winch and kept at a pre-tensioned
level until the operator is ready to lift the load
off the second ship by deactivating constant
tension and pulling the wire in at full tension.”
Although it will not be a standard feature,
the crane can be specified for personnel lifting. Its winch will need two independent
brakes to be certified for personnel lifting,
and specific certificates will be required for
some of the crane’s other components.
7
Simulation allows decisions to be
based on
realistic data
C-HOW is a simulation platform that allows customers to run
particular equipment through various simulated conditions and
operations, for example ship-to-ship transfers
C-HOW customers benefit
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MacGregor uses
simulation extensively
in its design processes;
applying this technology
throughout a product’s
useful life can optimise
its effectiveness while
enhancing a ship’s safety
DQGRSHUDWLRQDOHI¿FLHQF\
Simulation can help at every stage of a
newbuilding project, from concept studies
and layout plans to training, operational
planning and, later on in its life, modifications and upgrades, says Frode Grøvan,
Sales and Marketing Director for MacGregor
Advanced Load Handling. “Not only does
it improve our customers’ systems, crew
performance and safety, it also allows them
to demonstrate the benefits to their own
clients, in terms of increased availability,
contingency planning, calculation and presentation tools, control options, flexible and
immersive training, ‘black-box’ analysis, and
much more.
“Putting simulation technologies to work
helps you see all the things you didn’t know
you didn’t know, including what simulation
tools can really do for you. Simulation is all
about getting access to realistic information
relating to complex interactions so that better decisions can be made and skills can be
attained long before risk becomes a factor.
“MacGregor is no stranger to multiple
system integration and routinely employs
advanced simulations in the design of such
systems. Most recently we have introduced
C-HOW, which is essentially a simulation
platform that allows our customers to run
particular equipment through various simulated conditions and operations.
“The C-HOW software is extremely flexible. The simulation detail can be varied
depending on the level of functionality
required: C-HOW is modular and scalable,
so modules can be added or removed as
requirements change. It is not limited to
MacGregor equipment and can be tailored
for use with products from other manufacturers installed on our customers’ vessels.
Although we have only just introduced it to
the market, several customers have already
expressed their interest in purchasing the
C-HOW tool.”
At a basic level, C-HOW can be used as
an interactive calculation tool, feeding in
parameters such as loads, lifting radii, and
wave accelerations to generate the required
data. At the other end of the scale C-HOW
can be incorporated in immersive training hardware, such as in the advanced
crane simulator that MacGregor built at
Kristiansand in Norway.
“With its full 3D simulated environment, this is so realistic that trainees quickly
become absorbed in their work and completely forget that they are not in a real crane
cabin,” Mr Grøvan says. “This practical
‘learning-by-doing’ allows trainees to make
mistakes and learn from them without risk
to people or equipment. However, that level
of realism is only necessary when you need
to put someone under a degree of pressure
during training. Generally speaking, most
simulation tasks can be carried out on a PC
or laptop.
“When you have begun designing, planning, operating and learning more quickly
and safely, you have only just started to
appreciate the full range of benefits. When
delays, cost overruns or unexpected problems can kill a project, or when an accident
can cost lives, knowing more at an earlier
stage is an ace you cannot afford to throw
away.
“Simulation is all about getting
access to realistic information
relating to complex interactions
so that better decisions can be
made and skills attained long
before risk becomes a factor”
– Frode Grøvan
“We can help you directly by building
exactly the kind of simulation tool you need,
even if you need to use it before the product
design has been completed. These tools can
grow with the associated product.”
MacGregor’s simulation products and
services can be modified, together with the
physical system, all the way to the end of
their useful working life. “This way, your
investment never becomes obsolete and it
always performs in the best way possible,
even under changing commercial and operational circumstances. We use simulation
technology to help design your product; why
not use the same tools to test, train and plan
for its future use?”
C-HOW can be used as an interactive calculation tool, feeding in various parameters to generate the required data
9
“The cranes will ensure
that day after day in the
demanding offshore
environment the vessels can
deliver accurate load handling
and perform routine but
essential tasks”
– Frode Grøvan
The first of Volstad’s newgeneration fleet, Grand Canyon,
features a 250-tonne subsea
MacGregor crane and a smaller
15-tonne offshore MacGregor crane
Specialist operations call for more
MacGregor offshore cranes
Reliability and performance
have earned MacGregor repeat
offshore crane contracts for
Volstad Maritime’s new series
of 125m OCVs, and for two
more new subsea support/
maintenance vessels being built
in Malaysia
MacGregor has recently won its third
identical active heave-compensated
(AHC) offshore crane contract for Volstad
Maritime’s series of 125m offshore construction vessels (OCVs) from Bergen Group
Fosen shipyard in Norway. It has also
secured an order for two more 100-tonne
electro-hydraulic AHC offshore cranes
from a leading Malaysian shipbuilding and
10
chartering group, taking the total number of
cranes for this undisclosed owner to four.
Volstad’s cranes have been ordered for hull
091, the third in a run of 125m Skipsteknisk
ST-259-CD design sisterships for the seismic
exploration and offshore inspection, repair
and maintenance specialist.
As with the two previous orders from
Bergen Group Fosen, the OCV will feature a
250-tonne subsea crane and a 15-tonne offshore crane; delivery of the cranes is scheduled for August 2014. The first of Volstad’s
new-generation fleet, Grand Canyon (hull
089), was delivered in October 2012. Hull 090
will be delivered in October 2014.
For the Malaysian contract, all four 100tonne offshore cranes are destined for newbuild subsea support/maintenance vessels
under construction within the group for an
undisclosed owner. The cranes are scheduled for delivery by March 2014 and will be
manufactured by a Cargotec joint venture
company in China.
“The cranes are critical elements on board all
these newbuilds,” says Frode Grøvan, Director,
Sales and Marketing for Advanced Load
Handling. “They will ensure that the vessels
can deliver highly accurate load handling and
perform routine, but essential, tasks, day after
day in the demanding offshore environment.
“Our AHC systems offer excellent quality and performance in offshore cranes and
other equipment employed on vessels or
platforms carrying out subsea work, such as
ROV deployment, module handling, or pipelaying,” notes Mr Grøvan.
“Even in extreme weather conditions
where the vessel and crane are subjected to
large heave amplitudes, the hook and load
will remain in a virtually constant position
relative to the seabed so that precise load
handling operations can be performed.”
Conversions make
good use of existing assets
MacGregor developed a 45m-long by 1.8m-wide link walkway to allow
personnel easy access between the production platform and Atlantic London
MacGregor has provided the
vital connection that allows
personnel to move safely
between a production rig and
a temporary accommodation
platform
The jack-up rig Transocean Nordic is currently being converted to a jack-up accommodation unit (JUA) at the ASL shipyard
in Batam, Indonesia. Once completed and
renamed Atlantic London, the unit will be
used to provide accommodation for both
operational and project personnel working
on a production platform while it undergoes
a major service, anticipated to take about 18
months.
MacGregor’s part of this major conversion
project was to develop, deliver and supervise
the installation of a 45m-long by 1.8m-wide
link walkway to allow personnel easy access
between the production platform and their
new temporary living quarters on Atlantic
London.
“In a dynamic industry, factors such as
service requirements, amended regulations,
evolving techniques and changing commercial imperatives can drive conversion
projects such as this,” says Arve Plassen,
Branch Manager for MacGregor Service
in Norway. “Conversions make good use of
existing assets and we make good use of our
experience and expertise to deliver tailored
engineering solutions for them.
“Conversions make good use of
existing assets and we make good
use of our experience and expertise
to deliver tailored engineering
solutions for them.”
– Arve Plassen
“We were initially approached by the project management company, Nordica Offshore,
to see if we could help. It was our first offshore contract for the company, but came as a
result of earlier projects that MacGregor has
been involved with.”
The project commenced in May last
year and required the collaboration of
MacGregor’s service stations in Norway and
Poland. “Our involvement in the project
comprised four phases. We have delivered the
first three, which include the initial study and
concept development that provided the foundations for engineering, and the walkway’s
fabrication. Phase four, installation supervision at the conversion yard, is still outstanding due to some project delays”.
The walkway was fabricated by OCS
Singapore and delivered to Indonesia at the
end of 2012. “Our experience of working with
OCS is very good and it meets our exacting
production standards. It is also conveniently
located for the conversion yard in Indonesia,”
Mr Plassen says.
Following the delivery voyage, for which
the walkway will be secured in a vertical position, Atlantic London will take up its position in the Total Oil Yadana (Myanmar) field.
Here it will be located close to the existing
production platform and the walkway will be
lowered into its operational mode. Atlantic
London’s extensive conversion work included
the provision of 150 new crew cabins, a galley,
cold stores, a mess room, recreation rooms
and locker rooms.
11
Deliveries on track
for 20-winch order
Two mooring system comprising twenty winches destined for two offshore pipelaying vessels are at various stages of delivery; ten have been factory-tested, and
the remaining ten are ready for installation
In April last year, MacGregor secured a
substantial contract to supply twenty 150tonne MacGregor electric winches to one
of the world’s largest integrated oil and
gas services company, SapuraKencana
Petroleum Berhad. The winches form
part of two MacGregor mooring systems,
which are destined for the pipe-laying
heavy-lift offshore construction vessels, SapuraKencana 1200 (SK1200) and
SapuraKencana 3500 (SK3500), on order at
Cosco (Nantong) Shipyard Co Ltd in China.
Both pipe-layers are being built for
the Malaysian company’s wholly-owned
offshore installation and maintenance
subsidiary, TL Offshore Sdn Bhd. The first
vessel, SapuraKencana 1200, is scheduled
for delivery by the end of this year and
SapuraKencana 3500 by the first quarter of 2014. They will both be deployed for
marine construction contracts in Australia
and regions in the Middle East and North
Africa, for major oil companies.
“Work is well underway for delivering the winches,” says Ilpo Heikkilä, Vice
President for winches at MacGregor. “The
winches will be delivered as completely
assembled units and commissioning for the
first shipset is planned for mid-August.”
“We have a long-standing history of
working with a number of SapuraKencana’s
daughter companies including TL Offshore
and Sarku Marine,” Mr Heikkila says. “Our
reputation in the industry, and our ability
to make key equipment deliveries, were
12
important considerations for the company
when it placed the order. It was also important for the company that we have an established service network, both internationally and locally.”
The pipe-layers’ mooring systems comprise ten variable frequency drive (VFD)
electric MacGregor mooring winches, wire
rope leading sheaves and accessories. Each
winch will have a line pull of 150 tonnes
and will be able to carry 1,500m of 63.5mmdiameter steel wire rope. “The mooring
system is designed to maintain its designed
“Energy-efficient deck machinery
has a big part to play in the new
generation of vessels. Our electric
winches are more efficient than
equivalent hydraulic winches”
– Ilpo Heikkilä
limit of movement in all anticipated sea
and weather condition,” Mr Heikkilä says.
“And for their part, the system’s winches
feature some of the most advanced mooring technology available on the market,
including variable frequency drives.”
Variable frequency drives offer a number of advantages, including energy efficiency. “Energy-efficient deck machinery
has a big part to play in the new generation of vessels. Our electric winches are
more efficient than an equivalent hydraulic
winch and as a result, consume around 20
to 25 per cent less energy.
“The modern VFD technology that
“We can deliver electric VFD
mooring winches with a line pull
of up to 350-tonnes for offshore
support vessels”
– Ilpo Heikkilä
we employ on these winches is the same
proven technology that we have adapted
for our range of electric anchor handling/
towing winches, which offer substantially
improved operability with low environmental impact, reduced power consumption and low installation and maintenance
costs. We can also deliver similar electric
VFD mooring winches with a line pull of up
to 350-tonnes for offshore support vessels.”
The VF drives also provide a wide range
of smooth speed controls including highspeed operation at light-line speed on the
drum.
“The winches also feature a number of
other advanced technologies,” he explains.
“A pneumatically-driven friction clutch
has been installed for each winch to enable
the mooring operations to have a one control sequence switch response. This is very
important in pipe-laying barge operations.
They also have auto-tensioning functions to ensure that the lay barge maintains a straight course during pipe-laying
operations.
“Active front end technology has also
been adapted to return regenerated energy
to the ship’s electrical system during mooring operations,” Mr Heikkilä adds.
For large wire drum capacities, an
MacGregor winches are designed to meet the most stringent offshore standards and every winch is fully tested, electrically and mechanically, before delivery
automatic mechanical spooling device is
fitted. Independent electric drive spooling devices are available as an option, as are
length and tension monitoring and autotension functions. Pneumatic brakes and
clutches are available for remote operation of
the drums.
MacGregor winches are designed to
meet the most stringent offshore standards, including those set by the Norwegian
Maritime Directorate. Before shipping, every
winch is fully tested, electrically and mechanically. Winches can be delivered as complete
units or as multiple assembly units for easy
installation on board.
13
MERCHANT
SHIPPING
MacGregor supervisors continuously
monitor all processes at every facility
Customers can see for themselves
how consistent
quality is maintained
MacGregor offers its customers
two types of inspections: during
process audits customers can ensure
that MacGregor procedures match
their requirements agreed in a
sales contract, and during project
inspections they can verify that agreed
procedures are followed in practice
14
MacGregor products can be purchased in a
variety of forms, ranging from the design and
supply of key components to complete deliveries with installation support. “Whichever
delivery option is called for, our quality
standards remain the same,” says Roni
Jukakoski, MacGregor Project Manager,
Production.
“In the long-run complete deliveries are
the most cost-efficient solution. From an
installation and commissioning point of view,
complete deliveries simplify the shipbuilding process for the shipowner and yard. They
also avoid any issues of integration between
our production and delivery processes and
shipowner and shipyard schedules.
“It is possible to streamline and integrate
processes even further. If the cargo handling
equipment is considered as an integral part
of the vessel, and MacGregor is involved at an
early stage, commissioning is considerably
simpler and the completed ship will be more
productive and efficient. The whole is worth
much more than the sum of its parts.”
“At every facility MacGregor
supervisors continuously monitor
all processes”
– Roni Jukakoski
MacGregor maintains its reputation for
worldwide production quality by working
closely with its long-term manufacturing
partners. “These working relationships have
established dedicated processes that comply
with MacGregor’s rigorous standards. They
also meet classification society requirements
and are regularly audited by class surveyors.
MacGregor encourages its customers to
MacGregor encourages its customers to audit the production
processes and believes that this benefits overall production
audit the production processes and believes
that this benefits overall production. “The
purpose of a planned process audit is to offer
our customers an opportunity to verify the
quality assurance process at MacGregor
partner plants. Verification procedures are
customer-specific. MacGregor supports a
customer’s process audits and tracks the
items agreed in the audit, in co-operation
with the customer.
MacGregor can accommodate customerspecific requirements; if these differ from
MacGregor standards and requirements, the
variations are agreed and documented at the
contract phase and if necessary are further
clarified during the process audit.
When it comes to project inspections,
MacGregor prefers – and provides customers with the chance – to verify the reference
quality for the whole project. Timing this
when the first hatch covers are in outfitting
stage gives an opportunity to see hatch covers
in various fabrication stages. Careful planning of the project minimises a customer’s
inspection costs and ensures that inspection
time is reserved for each customer, with no
interference from other projects.
MacGregor supervisors continuously
monitor all processes at every facility. “This
ensures consistently superior quality within
a constant development process to best meet
our customers’ needs,” Mr Jukakoski says.
“The supervisors also take care of issuing
agreed approvals at predetermined project
stages.”
Production processes and schedules vary
for each range of products: hatch covers,
lashings, cranes and RoRo access equipment.
“Whichever type of delivery option
is called for, our quality standards
remain the same”
– Roni Jukakoski
“However, it is important to understand that
even though construction processes may differ significantly between product types the
fundamental engineering processes and production elements are performed to the same
consistent high quality.
“Our processes generate stable quality and
accurate delivery times. They also provide
an integrated information flow, supported by
MacGregor’s documentation at every stage
of the process: control reports, measurement
protocols, surface treatment protocols and
certificates.
“Our hatch cover production processes
are efficient and they ensure the highest quality standards, because they are continuously
repeated and the facilities are dedicated to
specific products. It is reassuring for our
customers to know that the quality of our
equipment doesn’t vary, no matter where in
the world it is produced.”
Process audits and project inspections for hatch covers
Processes audits and project inspections vary
depending on the nature of the product. A
process audit is arranged at an early stage
and allows the customer to verify MacGregor’s
production process well before production
starts. All related documentation is provided
and all production-related issues are audited
to ensure that these processes comply with
customer’s requirements.
When the first hatch covers are at the
outfitting stage, MacGregor invites the customer
for a project inspection. Customers can then
confirm the reference quality of hatch covers
at all production stages, verify that the covers
are being fabricated according to the agreed
standards and procedures, and that production
is following the agreed schedule.
Project inspections benefit from careful
timing. For example, two weeks before
production for a set of hatch covers starts,
MacGregor provides the customer with details
of the production schedule for items such
as cutting, subassembly, assembly, welding,
outfitting, workshop testing, blasting and
painting. At this time it also suggests the best
timing for a project inspection.
With production in progress, MacGregor
confirms the optimum project inspection time
with the customer two weeks prior to the
suggested date.
The customer then confirms the timing and
the scope of the inspection a week before the
agreed date.
15
“As with our quality management
systems, the management systems
developed to handle environmental
and health and safety issues are an
integral part of our daily activities”
– Henrik Loldrup
Quality assurance is an integral part of MacGregor’s daily activities
Quality assured
Through the expansion
of MacGregor’s quality
assurance certification, the
company demonstrates
its commitment to
environmental awareness,
care for its personnel
and a continuous drive
for clear and consistent
organisational processes
MacGregor is expanding its current quality
assurance certification to include international environmental and health and safety
standards. Lloyd’s Register Quality Assurance
(LRQA) has been appointed as the certifying
body for the expansion project.
MacGregor has made this move following the increasing number of requests for
evidence of a company’s health and safety and
environmental management systems. “These
requests predominantly come from commercial and public bodies,” says Henrik Loldrup,
16
MacGregor’s Director, Quality Assurance.
“This includes navies, ferry companies, public
organisations and companies with a high public profile. The most demanding of these are
involved in the offshore sector.
“Meeting the standards for certification
is not just good for the customer and our
reputation,” notes Mr Loldrup. “With such a
management system implemented and with
LRQA’s stamp of approval, we not only send
a signal to our external stakeholders that we
are environmentally conscious and care for
our personnel, it also means we benefit from
internal clarity, leading to reduced risks and
increased profitability.”
For several years MacGregor has
held multi-site ISO 9001:2008
quality management system
certification, covering all
MacGregor sites worldwide”
For several years MacGregor has held
multi-site ISO 9001:2008 quality management system certification, covering all
MacGregor sites worldwide.
“As with our quality management systems,
the management systems developed to handle
environmental and health and safety issues
are an integral part of our daily activities.
They will be audited and improved along the
way by the relevant MacGregor quality assurance personnel in collaboration with management teams and employees.
“Operating in a global market is challenging and there are risks involved. Correct
process handling, as well as environmental
and health and safety policies, are essential
for handling these. For MacGregor, handling
risks is a part of our daily life. Developments
that distinguish us from the competition,
improve our health and safety processes and
work to the benefit of the environment are
very important”.
MacGregor’s offshore facilities in Tianjin,
China and Singapore were the first to have
all three standards – environmental management system (ISO 14000:2004) and occupational health and safety management system
(OHSAS 18001:2008) – and in December
2012, MacGregor’s product lines and service
centres in Sweden were certified as well.
“The next step is to expand this certification over the year to a number of selected
larger service facilities in America, Europe,
the Middle East and Asia Pacific countries,”
adds Mr Loldrup.
Taking everything
into account adds value
Clear communication, a single they don’t add value for the customer once
point of contact and a thorough their task is completed.
“For example, as well as taking care of
understanding of a customer’s product delivery, an account manager and
business – whether a shipowner, his or her supporting team would look
operator or a shipyard – are just a closely at a customer’s entire operation,
few of the benefits that dedicated apply its understanding of the competition
what it needed to be successful, and
account management provides and
then identify potential improvements and
Allocating customers a dedicated account
manager supported by a team of experts
enables MacGregor to provide higher levels
of support than could be achieved by each
product line dealing with a customer separately. “This adds value in a number of ways
when defining a cargo flow solution to best
support a customer’s business throughout
its vessel’s lifetime,” says Hans Berg, Vice
President, Global Sales, MacGregor. “For
example, it increases efficiency, reduces
down-time, and ultimately improves customer satisfaction.
“The ‘account’ in account management represents a customer’s business and
financial profile, but within MacGregor
it also stands for accountability,” he says.
“For MacGregor, an ‘account management’
approach implements our company strategy
to focus on customers and to clarify internal
processes, which strengthens communication and team work in a customer-oriented
way. This drives customer satisfaction and
at the same time improves MacGregor’s
understanding of customer businesses.
“We know that by understanding a customer’s business we can add value to their
operations, which, in turn, improves their
growth and profitability. On the surface, it’s
not easy to see how this is done, but we have
found that dedicating an account manager to
each customer is reaping far greater rewards
beyond a simple sale. This is not a criticism
of sales, it just means that viewed in isolation
make proposals accordingly.
“Within MacGregor we have nominated
cross-functional support teams for the
account managers. We are able to offer integrated cargo flow solutions for a customer’s
specific businesses and ship type needs.
Integrated solutions have great benefits;
they produce more efficient ships and therefore improve profitability”.
One part of MacGregor’s account management system is CROL (customer relationship online), which monitors the performance of MacGregor personnel when
dealing with customers. In 2012 the annual
CROL measurement was carried out as
usual, with 120 customer responses from
shipowners and shipyards.
The results reveal that 81 per cent of
respondents are satisfied with MacGregor’s
overall performance; 64 per cent think
MacGregor performs better than its best
competitors; and 76 per cent of shipowners’
responses say that MacGregor is likely to be
a preferred supplier for their future needs. It
also revealed that as many as 89 per cent of
shipowners are satisfied with MacGregor’s
overall performance.
“It also shows that our efforts are paying-off. However, we aren’t perfect and we
acknowledge this, which is why we appreciate feedback through customer surveys,
without this we can only guess where we
need to focus our attention. We hope that
account management will improve our
working relationships with shipyards. This
year’s survey showed that, of the shipyard
respondents, 69 per cent are satisfied with
MacGregor’s overall performance. To boost
this we will improve cooperation through the
use of account teams and support shipyards
during order fulfilment phases,” he adds.
of shipowners’
responses say
that MacGregor
is likely to be
a preferred
supplier for
their future
needs
17
New crane control features enable
Two new control system
features deliver enhanced
cargo handling capabilities
for MacGregor cranes; one
allows a single operator to
control two separate cranes
in a team lift, the other
refines the anti-collision
separation between
adjacent cranes
MacGregor continuously hones its products,
never satisfied that they cannot be improved.
It has recently introduced two important
advances to its market-leading CC3000
control system for its range of deck cranes.
The ‘Auto Team’ and ‘Clearkeeper’ functions
both expand operational capabilities and can
be implemented on new MacGregor cranes
equipped with the latest version of CC3000.
It is also possible to update older cranes
equipped with this control system to incorporate these functions.
“The better our crane control systems are,
the greater the productivity of the crane,”
says Per-Erik Nilsson, Marketing and Sales
Director for MacGregor Cranes. “If we can
deliver faster, safer and more accurate cargo
handling capabilities, our customers will benefit from improved port turnaround times. In
some cases, they can perform more complex
lifts than previously possible. For example,
big and bulky project cargo will be loaded and
discharged much faster having these features
installed.
“It has always been possible to operate
twin cranes – two cranes on the some foundation – in team with one operator. But
to operate two separate cranes with only
one operator is a real breakthrough and
18
significantly extends a crane’s, and therefore
a vessel’s, capabilities.”
Automatic control of separate cranes is
made possible by the CC3000’s ‘Auto Team’
function for team lifts. “With the CC3000
control system running in Auto Team mode,
lifts are faster and safer than with two separate operators using manual controls. Auto
Team also makes it possible for two sets of
twin-cranes to be operated, which means
that one operator can control four cranes,” he
notes.
“The operator controls the master crane
in the usual way and the slave crane follows
automatically, keeping the hook-to-hook
distance constant throughout the entire
operation. The master crane uses measured
angle rates to calculate the drive commands
for both cranes. This means that the special
‘team beams’ that are sometimes used during manual team lifts are not needed in Auto
Team mode.”
“If we can deliver faster, safer and
more accurate cargo handling
capabilities, our customers will
benefit from improved port
turnaround times”
– Per-Erik Nilsson
Before a Team lift can start the cranes
need to be positioned correctly. The lift lines
are attached to the cargo; the lift wires of both
cranes are tensioned and the load is lifted
and balanced. The position of the cranes is
then calibrated. Auto Team mode can now be
engaged and the lift commenced; the distance
between the crane hooks and the rotation of
the cargo is maintained during the Team lift
operation.
Lift data is displayed on a screen in the
operator’s cabin; it is also possible to use an
external display for supervising the operation
from the ship’s bridge. The display provides
information about weight, outreach, lift
height and lift speed for both cranes. Auto
Team has a safety system for avoiding and
dealing with overload situations. It provides
on-screen information on how to prevent and
balance-out Team overload conditions.
“To run the Auto Team function, both
cranes must be equipped with a CC3000 control system. In addition, there must be load
cells on both cranes, communication cables
between the cranes and encoders for all crane
motions,” explains Mr Nilsson.
MacGregor’s second CC3000 advance is
Clearkeeper, to prevent collisions between
adjacent cranes. Based on an earlier anticollision system for dynamic obstacles,
Clearkeeper allows cranes to work closer
together, while maintaining a safe separation. The previous system used a ‘stop wall’
between the cranes, while Clearkeeper
employs a ‘safety box’ around the crane and
its jib,” he says. “Clearkeeper makes sure that
the boxes of adjacent cranes do not overlap
with each other.
“Clearkeeper is very similar to the normal
anti-collision system in terms of encoders
and alarms, but instead of having a defined
stop-zone, it calculates a safety box around
each crane jib and crane housing. This
expands the cranes’ operating parameters,
and ultimately improves cargo handling rates.
In addition to the calculated no-go areas,
there are also precautionary approach zones
where luffing and/or slewing speed is automatically reduced. Clearkeeper can also be
used to avoid static obstacles,” he adds.
“Again, to run these functions the cranes
have to be operating with a CC3000 control
system. In addition, there must be effective
communication between the cranes in the
system, all of which must be equipped with
correctly installed and calibrated encoders”.
With the CC3000 control system running in Auto
Team mode, lifts are faster and safer than with two
separate operators using manual controls
“Clearkeeper
calculates a safety
box around each
crane jib and
housing, which
expands the
cranes’ operating
parameters, and
ultimately improves
cargo handling
rates”
– Per-Erik Nilsson
19
MERCHANT
SHIPPING
Ship design should
start with earning ability
A process that analyses a container ship’s cargo profile is now undergoing trials;
it will enable a vessel’s earning ability to be the design starting point, instead of
theoretical and unrealistic cargo stowage assumptions
A container carrier’s design starts with the
assumption that the cargo, limited by the
displacement of the hull, will be homogeneously distributed throughout the ship. As
this is not how containers are stowed in reality, MacGregor believes it is time to think
differently about cargo stowage.
“Instead of calculating homogeneous
maximum stack weights we now calculate a ship’s earnings based on actual cargo
profiles,” says Kari Tirkkonen, MacGregor
Senior Naval Architect. “A ship’s cargo
profile combines information about the distribution of containers on board, their sizes
and weights, on a particular route. There has
been a clear need for this kind of solution
and the development of modern calculation
methods now makes it possible.
“With the right design parameters for
a vessel and its cargo handling system,
MacGregor can maximise the amount of
cargo carried in relation to deadweight tonnage. The distribution of heavy and light
containers, and subsequently total cargo
weight, should therefore be one of the main
factors when considering a new ship. We
believe that defining the cargo profile should
be the cornerstone and starting point for the
ship design process and its container stowage. And we set our minds to solving this
challenge because we understand the whole
cargo system.”
A design process that analyses a container
ship’s cargo profile is now undergoing trials. The route-specific cargo profile – based
20
on port, cargo and route information – is
evaluated against alternative ship concepts,
considering, for example, the vessel’s operational expenditure (Opex) and the cargo
system’s capital expenditure (Capex).
The vessel’s operations can be simulated
over a given number of years for alternative
ship concepts. “As a result of this simulation,
we obtain a number of main parameters,” Mr
“Our target is to help make this
mindset change…But the earning
ability of the ship must be the
starting point and key issue”
– Kari Tirkkonen
Tirkkonen explains. “After analysing these,
we are able to design the optimum stowage
concept, resulting in the best match for the
ship’s route, with some built-in flexibility”.
“We use a statistical method for analysing the cargo profiles of customers’
newbuildings and the analysis results are
used to define the required cargo handling
systems. This approach is rather new in the
industry,” says Janne Suominen, Manager,
MacGregor Cargo System Development.
“The project comes to an end this year.
Everything looks good so far, but we are
being cautiously optimistic until we finish.
“We hope to deliver a tool that predicts
and delivers maximum profitability from
a ship’s ‘earning machinery’. It will mean
that we can help customers make the best
decisions at the investment phase.
“It is also self-evident that an efficient
cargo handling system minimises emissions
for each carried commodity, which reduces
their carbon footprint,” Mr Suominen adds.
The statistical review of the cargo profile
enables the productivity of different cargo
systems and ship concepts to be compared.
The process has two main elements, the
stowage planning module and the cost model.
The stowage planning module gives a
comparable utilisation rate of the cargo
system. Variables such as ship data, bay definitions, hydrostatic and strength data, route
data, port data and cargo mix are entered,
and the plan produced is checked against
MacGregor’s Lashmate stowage calculation
software.
The cost model produces information
about comparable payback periods and
yields, delivered as a comparative net present value between two vessels. Investment,
operational expenditure and revenue are
also taken into consideration. Input data
includes program control settings such as
the number of average operable days per
year, crane properties, vessel data, route
data including ports of call, leg distances and
freight rates, port data, and other information such as fuel costs.
“The analysis is specific to a vessel, but
the benefits of scale can be reached if the
whole fleet is analysed in the same way,”
notes Mr Suominen.
Mr Tirkkonen says: “We can help customers to think about how they make money
with a ship, not just about its order price
from the shipyard. It is a simple fact that
it pays off to invest a little more in the ship
and a better cargo system. The payback
time is shorter, which means it starts
bringing in more money sooner. The costefficiency of the investment is improved.
“Our target is to help make this mindset change together with our customers,
both shipyards and shipowners. It is of
course in a yard’s interest to fabricate the
ship as cost-efficiently as possible, and
“The analysis is specific to a
vessel, but the benefits of scale
can be reached if the whole fleet
is analysed in the same way”
– Janne Suominen
we understand that aspect as well. But
the earning ability of the ship must be the
starting point and key issue.
“This approach is not just for newbuilding projects,” adds Mr Tirkkonen. “If a
customer contacts us about a year before
drydocking, we can produce a plan on how
to enhance a vessel’s cargo system to better meet actual needs. We already have a
number of enquiries from customers who
are interested in employing the benefits of
this new approach.
“Also because vessels are re-located to
operate on different routes, when designing the ship, consideration must be given
both to the initial cargo profile and to the
flexibility necessary to accommodate possible future changes to the cargo profile”.
A vessel’s operations and earnings can be
simulated over a given number of years for
alternative ship concepts
21
MERCHANT
SHIPPING
New lashing unlocks
container stowage potential
MacGregor’s new A-class
lashing bar makes it
possible for new and
existing container ships
to employ an external
lashing system; compared
with an internal system,
external lashings improve
stack weight distribution,
which can lead to a ship
carrying more containers
MacGregor’s new A-class lashing bar is one
way of unlocking the considerable amount
of unexploited cargo carrying potential
on many container ships. “It is amazing
how big an impact the choice of lashing
system has on true container capacity,”
says Magnus Ahlström, lashings expert
and Key Account Manager at MacGregor.
“With an optimal lashing system you have
the potential to carry hundreds of extra
containers. It is therefore surprising that
most new container vessels are built with a
‘standard’ internal lashing system.
“An internal lashing system acts on the
compression side of the container stack
22
while an external lashing system acts on
the lifting side. This means that an external
lashing system reduces the compression
forces and can therefore increase the stack’s
centre of gravity. Hence, a container stack
secured with external lashings has much
more flexibility in weight distribution and
can carry heavier and potentially more containers compared to a stack with internal
lashings. In the right circumstances, the
rule of thumb would be one more container
for every stack. The benefits for the vessel
operator are easy to imagine.”
Until now, an external lashing arrangement has been challenging to accomplish
due to vessel design. The criteria for its use
are dependent on factors including lashing
bridge height, the longitudinal distance
between containers and lashing bridges, and
most critically, a transversal gap between
containers of at least 38mm. Without the
right combination of these factors, there is
the potential for interference between lashing bars and turnbuckles; therefore internal
lashing was previously the only practical
possibility.
“We faced the fact that it is impossible
to adjust the container gaps, which are
often only 25mm, and that we had reached
the limit of what we could do with our ‘old’
external lashing bar,” explains Mr Ahlström.
“The market needed a new lashing bar to
meet the challenge of bigger container
vessels with higher lashing bridges and we
wanted a wider operational range to include
vessels with, for example, a 25mm transversal gap or with previously incompatible
lashing bridges.
“With an optimal lashing system
you have the potential to carry
hundreds of extra containers”
– Magnus Ahlström
MacGregor’s new pioneering A-class
lashing bar allows external lashing systems to be employed on vessels where
it would formerly have been considered
impossible. For conversion to an external
system, little or no modification work is
necessary to the eye plate arrangement on
the lashing bridges, but strength calculations, for lashing bridges and hatch covers
are to be considered due to increased
loading capacity.
The A-class lashing bar has a diameter of
23mm and is forged and heat-treated to the
highest quality standards, which delivers a
safe working load (SWL) of 25 tonnes. The
lashing bar has been class-approved, tested
in service and has a patent pending.
MacGregor’s RoRo delivery
scope for six 26,000 dwt
deepsea ConRos under
construction at Hyundai
includes a jumbo quarter ramp
ConRo cargo mix
Six new deepsea ConRos will feature RoRo cargo access equipment, cranes
and hatch covers supplied as a complete delivery from MacGregor; a tight
delivery schedule and impressive car deck load-bearing characteristics were
just two of the challenges
MacGregor is finalising the installation of
RoRo cargo access equipment for six 26,000
dwt deepsea container/RoRo (ConRo) vessels under construction at Hyundai Mipo
Dockyard (HMD) at South Korea. The vessels
started to roll out from the yard at threemonthly intervals from the beginning of this
year and deliveries will continue until the
first quarter of 2014.
The MacGregor RoRo access equipment
is part of a larger order for the company as
the 225m vessels are also equipped with
MacGregor cranes and hatch covers.
The ships will be operated by the National
Shipping Company of Saudi Arabia (NSCSA)
and are replacements for four ships that were
built in the 1980s at Kockums in Malmö,
Sweden. The new vessels, like the existing ones,
will carry general and project cargo as well as
various types of RoRo cargo. They will operate
a liner service between the US east coast and
the Middle East (Red Sea-Arabian Gulf ) and to
the Indian sub-continent (ISC) via Europe.
“The mix of general and project cargo,
along with various types of RoRo cargo calls
for specialist knowledge,” says Magnus
Sjöberg, Sales Director for RoRo Ships. >>
23
“Because of our in-depth understanding of
RoRo access and cargo handling systems,
we are able to deliver the most flexible and
efficient designs possible.”
The vessels have a 24,165m2 loading
area, a container capacity of 364TEU and
two heavy-lift cranes. MacGregor’s RoRo
hardware delivery includes a jumbo quarter
ramp, a stern door, two ramp covers, several
bulkhead doors, two levels of hoistable decks
and movable access ramps. The total steel
weight – including hydraulics and electrics –
of the MacGregor RoRo equipment per ship
is 1,600 tonnes.
“The car deck’s uniform distributed load
(UDL) is 500 kg/m2, which is twice the UDL
you would normally expect to find,” continues Mr Sjöberg. “The increased UDL is
necessary to cater for various heavy cargoes
that the vessels are required to carry.
“The tight delivery schedule has been a
great challenge for us and our partners.”
The yard has recently secured the contract to build five new 31,600 dwt ConRos
for the Grimaldi Group of Naples. Delivery
of the ships is planned for 2015 and all will
feature MacGregor RoRo cargo access
equipment.
MacGregor is also supplying RoRo equipment for two 3,500 CEU pure car/truck carriers (PCTCs) currently under construction
at the same shipyard for Neptune Line. The
contract was announced in October and will
see MacGregor supply each vessel with an
axial stern ramp/door, a quarter ramp/door,
two rampway doors, a movable flap and a
liftable car deck, along with pilot and bunker
doors and a hydraulic power pack.
Elevator platform
handles heavy
railway wagons
In September, Uljanik Shipyard in Croatia
handed over two 5,000 dwt railway freight
wagon carriers, Barda and Balaken, to the
Azerbaijan State Caspian Shipping Company.
The ships are 154.8m-long and each can carry
54 railway wagons, or trucks, cars, trailers and
other wheeled cargoes.
Railway wagons are carried on two
fixed decks, and the lower is accessed by a
MacGregor lifting platform. This has a safe
working load of 180 tonnes and can raise/
lower two railway wagons at a time between
the main deck and the tanktop.
Uljanik constructed similar ships for
transporting wagons six years ago, with
MacGregor lifting platforns.
Efficient new freight ferries feature MacGregor RoRo access outfits
At the end of last year, Ulusoy 14 and Ulusoy 15,
the first two of three identical 15,000 dwt RoRo
freight ferries, were handed over by Flensburger
Schiffbau-Gesellschaft (FSG) to Ulusoy Sealines.
The yard launched the third ship, UN Ro-Ro’s UN
Istanbul, in February.
UN Istanbul is the 15th freight ferry in a series
built by FSG for these Turkish operators since
2001. “The latest ferry builds on the experience
Ulusoy 15 is one of the three new 15,000 dwt Turkish
RoRo freight ferries featuring a MacGregor RoRo outfit
Photo: Flensburger Schiffbau-Gesellschaft (FSG)
24
gained with her 14 predecessors and is a natural
progression in this successful series of Ro-Ro
ships,” FSG says. At 208m, and accommodating
283 trailers over 4,094 lane metres, the three
ships in the latest generation are the biggest and
longest ferries ever delivered by FSG.
Each of the new ships features a RoRo
outfit from MacGregor, including a stern ramp,
a side-hinged ramp cover, a bulkhead door,
two guillotine-type pilot doors and a hydraulic
power pack. The contract included the design,
production and installation of the RoRo access
equipment. Ulusoy 14 and Ulusoy 15 will be
operated by Ulusoy on a route between Cesme in
Turkey and Trieste in Italy. The 20.6-knot vessels
are replacing four older ferries, consuming
significantly less fuel and so producing
considerably less waste gas emissions.
MESSINA ORDERS MORE JUMBO RAMPS
Italian container shipping specialist
Ignazio Messina & C. SpA has ordered
repeat MacGregor RoRo access and
transfer equipment for four 45,000 dwt
multi-purpose container/RoRo vessels
under construction at STX Offshore &
Shipbuilding in Korea.
MacGregor’s hardware supply
includes a 49.5m-long jumbo quarter
ramp with a driveway breadth of 27.8m
at the ship end reducing to12.5m
at the shore end, and a maximum
carrying capacity of 350 tonnes. It
will also deliver one stern door, two
ramp covers, two rampway doors, six
division doors, and hydraulic power
packs. The RoRo equipment will be
delivered between the last quarter of
2013 and the second quarter of 2014.
“We delivered near identical
equipment packages for four
240m sisterships built at Daewoo
Shipbuilding & Marine Engineering
Company (DSME) in 2012,” says
Tommy Andersson, Director,
Contract Management for MacGregor.
“The performance of our equipment
is critical to the success of Messina’s
operations and this repeat order is
testament to the confidence that the
company has in it.”
The DSME deliveries were headed
by the 45,200 dwt Jolly Diamante,
which is one of the largest RoRo
container vessels in the world, carrying
up to 2,273 cars and 3,000 TEU. It was
followed into service for Messina Line
by sister ships Jolly Perla, Jolly Cristallo,
and Jolly Quarzo.
MacGregor delivered near
identical equipment packages
for four 240m sisterships built at
DSME in 2012 and headed by the
45,200 dwt ConRo Jolly Diamante
Photo: Ignazio Messina & C. SPA
25
PORT
SOLUTIONS
Eleven projects, one year to deliver them
2012 was yet another busy
year for MacGregor’s port
specialists with the delivery
and installation of a wide
range of shore interface
systems for worldwide
passenger and freight
services; 2013 looks to be
busy too
MacGregor’s ability to turn its hand
to multiple port installations was
admirably demonstrated in 2012 with it
delivering and installing eleven port projects in Denmark, Germany, Norway, Japan,
Sweden and Singapore. “It really has been a
busy year,” says Clas Hedelin, MacGregor’s
Sales Manager, Port and Terminal Solutions.
“We started 2012 by completing our turnkey contract with Scandlines in Denmark for
the Port of Gedser, which included doubledeck loading ramps, a passenger gangway, a
provisions handling elevator and an automooring unit linked with a storm mooring
device.”
“For the Port of Rostock we delivered an
auto-mooring unit for berth 54 and completed the upgrade work of an existing automooring unit that we delivered in 2007.”
MacGregor has also installed two additional linkspans in Denmark, one in the Port
of Kalundborg and the other in the Port of
Århus. “Delivery time was only three months
for this order,” notes Mr Hedelin. “The contract called for the conversion into linkspans
of a pair of idle stern ramps with an additional new vessel ramp landing interface to
ensure smooth vehicle access and transfer
over a ferry’s high threshold. It was also possible to install the ramp’s original operating cylinders onto a newly-designed tower
structure located at the linkspans’ sides. A
new power pack machinery system was delivered to operate the units to ensure that the
equipment conforms to all modern safety
requirements.”
Following on from a contract won in 2011,
MacGregor delivered and installed three
floating pontoon-type water taxi terminals in
Leka, Gutvik and Rörvik in Norway. A fourth
water taxi terminal is being installed in
Abelvaer; it will be linked to the other three
taxi terminal installations.
Last year was busy for MacGregor’s
port specialists with the delivery
and installation of eleven shore
interface systems
Another delivery to Norway is the
MacGregor linkspan installation for the quay
at the Grenland Havn IKS in Langesund.
The port is currently being upgraded to support Fjord Lines’ new ferry service between
Langesund and Hirtshals, in Denmark; it is
planned to open in May this year when the
operator’s new ferry, Stavangerfjord arrives.
“The harbour area is located close to a residential area, so we fitted the linkspan with a
MacGregor has installed two additional linkspans in Denmark, one in
the Port of Kalundborg (pictured) and the other in the Port of Århus
26
SERVICE
newly-developed noise dampening shore ramp, which we are
keen to validate. The ramp has a
special compound coating over
the area where the vessel’s flaps
are in contact with the shore
ramp, which contributes to a
silencing effect during loading
and discharge.”
MacGregor has delivered
two linkspans for the Japanese
ports of Aomori and Hakodate.
This is to support the operation of a conventional ferry
service between Aomori on
the Japanese mainland and
Hakodate on Hokkaido; the
route had previously been
served by two high speed ferries.
In Singapore, MacGregor
converted a linkspan for the
Jurong naval terminal. “We
worked closely with MacGregor
Service in Singapore. The linkspan was originally delivered by
MacGregor in the mid 1980s and
for our latest contribution we
have designed a new enhanced
automated operation.
“We are still busy into
2013 with further
contracted installations”
– Clas Hedelin
“We are still busy into 2013
with further contracted installations,” he highlights. “Two linkspans are being built for the new
ferry that will operate between
Gränna and Visingsö across
Lake Vättern for the municipality of Gränna, Sweden.
“We have also handed over a
water taxi terminal in Öckerö,
in Sweden, for the ferry service
to the nearby islands of Björkö,
Kalvsund and Grötö. We completed a similar delivery to
Björkö back in 2004.”
Crane upgrades improve safety
of ship-to-ship crew transfers
MacGregor is seeing a growing
interest in crane conversion work
to allow safe personnel transfer at
sea and continues to work closely
with classification societies and
suppliers to develop practical,
cost-effective solutions
Boarding or disembarking from a ship is often
the riskiest part of a voyage, whether the ship is
alongside in port, at anchor or underway. The
potential hazards of accommodation ladders and
pilot ladders are recognised and comprehensively
regulated. For pilot hoists the risks were considered unacceptable, and their use was prohibited
last year.
As ship-to-ship cargo transfer becomes more
common, the number of personnel boarding,
disembarking or moving between oil and gas carriers while these ships are at sea is increasing and
focusing attention on the associated safety issues.
The offshore industries have been carrying out
personnel transfers for years, and can provide
merchant shipping with valuable experience
when considering the options.
Some tankers will routinely carry out ship-toship (STS) operations; some will do so occasionally, others only rarely. The trend offshore is to
use purpose-built equipment for personnel transfer, which many tanker operators would consider
beyond their needs.
Tankers are normally equipped with one or
more cranes intended for handling hoses and
loading stores, but on existing tankers most of
these cranes are not certified for the carriage
or transfer of personnel. “At MacGregor we are
seeing more and more interest in crane conversion work to allow safe personnel transfer,” says
Alexander Gelis, Director, Spare Parts and
Technical Services at MacGregor. “We are well
placed to help shipowners who want to upgrade
their cranes for this task.”
Tanker vetting inspectors are taking greater
interest in the transfer arrangements provided
and in some cases will refuse vessels whose cranes
are not certified for lifting personnel. Inspectors
also want to see that certified cranes are equipped
with approved lifting baskets, and are operated by
properly trained crew.
Classification societies all have rules regarding
the additional safety requirements for cranes if
they are to be used for lifting personnel; however
while these rules are similar, there are significant
differences, and there may be further requirements depending on where a vessel is flagged and
its trading areas.
“We are already dealing with three major classification societies; DNV, Lloyd’s Register and
“We can offer a very efficient, cost
effective service for crane upgrades”
– Alexander Gelis
ABS, and as a result we are rapidly building our
knowledge base around the differences in their
requirements. We have also developed practical solutions with our winch suppliers, so we can
offer a very efficient, cost effective service for
crane upgrades,” says Mr Gelis.
“We can offer our customers expert advice
about including personnel lifting capability
when ordering cranes for their newbuilding programmes. And we can, of course, supply our dedicated man-riding solutions, initially developed
for the offshore industry.
“Following the successful completion of a
crane rebuild contract carried out on board
Novoship’s Aframax crude carriers NS Columbus
and NS Creation in 2012, MacGregor has received
a further contract to carry out similar work on
the two MacGregor HH400-1518 cranes installed
on each of Novoship’s 2003-built, Aframax crude
carriers, Kaluga, Kazan, Krasnodar and Krymsk.”
“We are also progressing enquiries received
from Unicom Management Services regarding
MacGregor cranes installed on three crude carriers and from Pronav Shipmanagement for twelve
MacGregor cranes installed on six LNG carriers,”
notes Valeriy Mozhevekin, Sales Manager for
MacGregor’s Russian Branch.
27
SERVICE
Sealift RoRo ramp modification further enhances
ramp capabilities
Slewing stern ramp conversions on four of the US Military Sealift
Command’s large medium-speed roll-on/roll-off ships enable amphibious
vehicles to be launched directly into the sea
Modifying the stern slewing ramp on USNS
Pililaau, one of the Military Sealift Command
(MSC)’s ‘large medium-speed roll-on/rolloff’ (LMSR) ships, enables amphibious vehicles to be deployed rapidly and safely
in stream, as well as retaining the ramp’s
ability for normal RoRo operations in port
or at sea to a roll-on/roll-off discharge
facility. MacGregor USA’s service department
completed work on USNS Pililaau’s ramp in
December at the BAE Shipyard in Mobile,
Alabama.
USNS Pililaau is one of the original 20
ships in MSC’s LMSR fleet. The former LMSR
USNS Soderman, was converted in 2000 to a
Maritime Prepositioning Force (Enhanced)
ship and re-named USNS Stockham.
LMSR ships were built or converted by US
shipyards to offset the shortage of militarily useful transport vessels available in the
commercial sector. Five existing container
carriers were converted to LMSR ships and
handed over in 1996 and 1997. Two were completed by Newport News Shipbuilding and
three by General Dynamics NASSCO. Fifteen
LMSR newbuildings were delivered between
1998 and 2003: seven Bob Hope-class ships
by Northrop Grumman’s Avondale Shipyard
in New Orleans, and eight Watson-class ships
by NASSCO in San Diego. The two classes are
similar, differing mainly in their propulsion
plant.
Each of the vessels has a cargo deck capacity totalling more than 300,000 square feet
(28,000m2). The LMSR’s roll-on/roll-off
design is configured to carry every type and
size of military vehicle in the US inventory
28
from frontline A1M1 Abrams tanks and
Bradley Fighting Vehicles to self-propelled
artillery and trucks, high-mobility multipurpose wheeled vehicles, or Humvees, and even
helicopters. The ships also had to be able to
load and/or discharge these vehicles at virtually any port facility, from the most modern
to the most austere – as well as at sea in SS3
conditions.
MacGregor was awarded a contract for
Class Standard Equipment (CSE) in 1993.
MacGregor’s CSE for each ship included
a large slewing stern ramp, a stern door,
a moveable ramp which services two side
ports, port and starboard side port platforms
and weather tight side doors. Two pairs of
57-tonne SWL single-pedestal twin cranes
make it possible to load and unload cargo
where shore-side infrastructure is limited or
non-existent. Each pair can be linked to lift
114 tonnes.
The LMSR’s roll-on/roll-off design is
configured to carry every type and
size of military vehicle in the US
inventory
Four LMSR ships have now had their
ramps modified: the Bob Hope-class USNS
Seay and USNS Pililaau, and the Watsonclass USNS Dahl and USNS Sisler. “We had
already gained useful experience from similar
conversion work carried out on older RoRo
ships, including the original USNS Soderman
in 2000,” says Dave Drenon, Service
Operations Manager with MacGregor USA.
“Our specialists have also
developed the Test Article Vehicle
Transfer system for the transfer
of vehicles at sea between two
ships on a parallel course, even in
challenging sea conditions”
– Dave Drenon
Design and key fittings for ramp conversion on USNS Dahl were ordered in
2009. The conversion work on USNS Dahl
and USNS Seay was carried out at Detyens
Shipyard in South Carolina. USNS Sisler and
USNS Pililaau had their ramps converted in
2011 and 2012 at the BAE Systems shipyard in
Mobile. The design and key components were
supplied by MacGregor’s Gothenburg-based
RoRo conversion team in Sweden, and the
conversions were performed by the shipyards
under the supervision of the MacGregor USA
service department throughout the installation and commissioning processes.
When considering the feasibility of
rebuilding the ramps for amphibious use,
the MacGregor RoRo conversion team’s brief
required that the reconstructed ramps should
retain their original load bearing characteristics, defined as supporting two A1M1 Abrams
battle tanks with a 1.22m separation between
them when discharging to a pier or RoRo
discharge facility. An A1M1 tank weighs over
60 tonnes.
“First we removed and dismantled the
existing ramp, then added a 2.3m mid-body
extension to the first section and a grating extension to the aft end of the ramp.
We modified the second section to accept
Modifying LMSR stern slewing ramps enables amphibious vehicles to be deployed rapidly and safely in stream, as well as retaining the ramp’s ability for normal RoRo operations
the new grating extension and fabricated a
new ramp foot. The turn beam and turn frame
structure were modified, and the ramp structure
reinstalled. It was also necessary to modify the
control system and we installed a new erasable
programmable read only memory (EPROM) in
the PLC.”
Looking at the wider picture, Mr Drenon says
MacGregor has a long and successful record of
supplying equipment to naval and naval logistics
support vessels. “In addition to a wide range of
internal and external ramps and doors, cranes
and hatch covers, our specialists have developed the Test Article Vehicle Transfer system
(TAVTS) for the transfer of vehicles at sea
between two ships on a parallel course, even in
challenging sea conditions.”
29
Versatile self-unloaders specified for
Precious cement cargo
An ability for two handy-size cement carrier
newbuildings to use almost any port facility was one
of the main reasons that Precious Shipping specified
MacGregor’s flexible, reliable and efficient bulk-handling
equipment
Advanced self-unloading/loading systems
have been specified for a pair of 20,000 dwt
cement carriers on order at Shanhaiguan
New Shipbuilding Industry, in China, for
Singapore-based Associated Bulk Carriers
(ABC), which is a fully-owned subsidiary of
dry cargo shipowner, Precious Shipping PCL,
Thailand.
Precious Shipping operates in the small
handy-size sector of the tramp freight market. The identical sisterships will be equipped
with MacGregor cement self-unloading/loading systems combining mechanical and pneumatic technologies to deliver a self-unloading
rate up to 1,000t/h with pneumatic discharge system or 2 x 250t/h with discharging
directly to on shore cement trucks and a selfloading rate up to 1,000 t/h for both pneumatic and mechanical loading systems.
Equipment for the first vessel is scheduled
to be delivered to builder Shanhaiguan New
Shipbuilding Industry this summer with the
30
second following later in the year; the order
also includes an option for a third system.
The cement carriers have been pre-committed for 15 to 25-year time-charters to
an existing client. They are part of Precious
Shipping’s ‘rejuvenation plan’ to replace ageing ships with younger, better geared, economical and larger units. The shipowner says
that once completed the plan would result in
a fleet of about 60 to 65 ships with an average age in single digits and an average size of
about 30,000 dwt.
Precious Shipping was voted ‘ship operator of the year’ at Lloyd’s List Asia Awards
2012. The judges were “unanimous in choosing this unique shipping company, which has
navigated the downturn in the bulker market with skill due to an intense focus on risk
management. Precious Shipping revitalised
its fleet and managed to hold down operating
costs well below the industry average”. Last
year Precious Shipping’s managing director,
Khalid Hashim, received the Seatrade
Lifetime Achievement Award in recognition
of his many contributions to Asia’s shipping
industry over his 30-year career.
“As well as being environmentallyfriendly, the MacGregor self-unloading
systems that will be installed on these two
cement carriers offer a flexible, reliable
and efficient approach to dry bulk transfer,” says Anders Berencsy, Sales Manager,
Selfunloading systems. “They will be fullyequipped, enabling them to use almost any
port facility. This versatility was one of the
main reasons that our system was specified.”
MacGregor has been instrumental in the
self-unloading industry, introducing innovative concepts to the market. “We presented
our cement carrier concept and demonstrated how its totally-enclosed system could
not only make the company significant savings by using seaborne technology, but it
could also offer a highly-efficient discharge
operation.”
One of the critical factors when
handling cement is avoiding water ingress.
“MacGregor’s totally-enclosed system makes
water penetration impossible. This makes it
ideal for climates where monsoon rains and
high humidity can potentially be a problem,
such as in South East Asia,” Mr Berencsy
says.
“Also, reduced environmental impact is
being demanded all over the world. When
using one of our continuous loading/unloading systems it is possible to obtain dust-free
bulk transfer, which is a must in almost all
locations. Dust emissions are further curbed
by a totally-enclosed conveyor system
equipped with dust collectors.
“We can deliver our self-loading/unloading systems as dedicated cement-handling
systems, as in this case. We have a range of
self-unloading technologies, including gravity-type systems, suitable for materials such
as coal, iron ore and aggregates,” he adds.
Contacts
Cargotec Corporation
MacGregor
Porkkalankatu 5
FI-00180 Helsinki, Finland
Tel: +358-20-777 4000
[email protected]
Winches
Cargotec CHS
Asia Pacific Pte Ltd
15 Tukang Innovation Drive,
Singapore 618299
Tel: +65 6597 3888
ofs.sgp.salesmfg@
cargotec.com
SERVICE
MERCHANT SHIPS
Cranes & Selfunloaders
Cargotec Sweden AB
Sjögatan 4 G
SE-891 85 Örnsköldsvik,
Sweden
Tel: +46-660-294 000
[email protected]
Selfunloaders
Cargotec Sweden AB
PO Box 914
Gesällgatan 7
SE-745 25 Enköping,
Sweden
Tel: +46-171-232 00
[email protected]
Dry Cargo
Hatch Covers & Lashings
Cargotec Finland Oy
Hallimestarinkatu 6
FI-20780 Kaarina, Finland
Tel: +358-2-412 11
drycargosales@
cargotec.com
Lashings
Cargotec Marine GmbH
Reichsbahnstrasse 72
DE-22525 Hamburg
Germany
Tel: +49-40-25 444 0
lashingsalesorder@
cargotec.com
[email protected]
Cargotec CHS
Asia Pacific Pte Ltd
No 15 Tukang Innovation
Drive,
Singapore 618299
Tel: +65 6597 3888
lashingsalesorder@
cargotec.com
RoRo
Cargotec Sweden AB
PO Box 4113
SE-400 40 Gothenburg,
(Fiskhamnsgatan 2,
SE-414 58
Gothenburg), Sweden
Tel: +46-31-850 700
[email protected]
roroconversion@
cargotec.com
OFFSHORE
Advanced Load Handling
Cargotec Norway AS
Andøyveien 23
N-4623 Kristiansand
Norway
Tel: +47 91 68 60 00
[email protected]
AUSTRALIA
Sydney Office:
Tel. +61-2-464 741 49
t+61-408-494 777
michael.stacey@
cargotec.com
BELGIUM
Antwerpen Office:
Tel: +32-3-546 4640
t+32-3-546 4640
macgregor.antwerp@
cargotec.com
Zeebrugge Office:
Tel: +32-476-813 559
[email protected]
CHINA
Hong Kong Office:
Tel: +852-2394 1008
t+852-9097 3165
[email protected]
Shanghai Office:
Tel: +86-21-2606 3000
Hatch covers, RoRo,
winches:
t+86-1380-1660 914
[email protected]
Cranes:
+86-1380 1950 984
[email protected]
CROATIA
Rijeka Office:
Tel: +385-51-289 717
t+385-98-440 260
DL_MCG_HRV_RIJEKA_
[email protected]
Zagreb Office:
Tel: +385-1-3837 711
CYPRUS
Limassol Office:
Tel: +357-25-763 670
t+357-97-888 050
DL_MCG_HRV_RIJEKA_
[email protected]
DENMARK
Copenhagen Office:
Tel: +45-44-53 84 84
t+45-44-538 484
[email protected]
Esbjerg Office:
Tel: +45-44-53 84 84
t+45-44-53 84 84
[email protected]
ESTONIA
Tallinn Office:
Tel: +372-6-102 200
t+372-53-018 716
marko.maripuu@
cargotec.com
FINLAND
Turku Office:
Tel: +358-2-412 11
t+358-400-824 414
marine.service@
cargotec.com
FRANCE
Le Havre Office:
Tel: +33-235-24 72 99
t+33-611-64 39 42
veronique.remy@
cargotec.com
Marseilles Office:
Tel: +33-491-09 52 52
t+33-491-09 52 52
GERMANY
Bremerhaven Office:
Tel: +49-471-78 041
t+49-471-78 041
[email protected]
Hamburg Office:
Tel: +49-40-25 44 40
t+49-40-25 44 41 20
service.ham@
cargotec.com
GREECE
Piraeus Office:
Tel: +30-210-42 83 838
t+30-6974-300 550
piraeus.service@
cargotec.com
INDIA
Mumbai Office:
Tel: +91-22-2758 2222
t+91-998-703 4773
marine.india@
cargotec.com
INDONESIA
Batam Office:
Tel: +62-778-737 2207
t+62-778-737 2207
ofs.idn.offshore@
cargotec.com
ITALY
Genoa Office:
Tel: +39-010-254 631
t+39-335-139 4779
ita.service.macgregor@
cargotec.com
JAPAN
Kobe Office:
Tel: +81-78-846 3220
t+81-90-4387 9992
masashi.tarui@
cargotec.com
Kumozu Office:
Tel: +81-59-234 4116
Tokyo Office:
Tel: +81-3-5403 1966
t+81-90-2640 8716
kiyoshi.masuko@
cargotec.com
KOREA
Busan Office:
Tel: +82-51-704 0844
t+82-51-704 0844
dae.won.hwang@
cargotec.com
LITHUANIA
Klaipeda Office:
Tel: +370-46-469 855
t+370-698-58 505
tomas.bagdonas@
cargotec.com
MALAYSIA
Kemaman Office:
Tel: +60-985-92 129
Kuala Lumpur Office:
Tel: +60-377-828 136
t+60-19-261 5316
[email protected]
Miri Office:
Tel: +60-854-28 136
[email protected]
MEXICO
Campeche Office:
Tel: +52-938-286-1528
t+1-985-641-3853
[email protected]
THE NETHERLANDS
Rotterdam Office:
Tel: +31-10-283 2121
t+31-10-283 2121
macgregor.rotterdam@
cargotec.com
NORWAY
Bergen Office:
Tel: +47-56-313 300
t+47-905-873 71
[email protected]
Kristiansand Office:
Tel: +47-91-68 60 00
[email protected]
Oslo Office:
Tel: +47-23-10 34 00
t+ 47-905-873 71
[email protected]
PANAMA
Balboa Office:
Tel: +507-6673-6495
t+507-6673-6495
errol.fernandez@
cargotec.com
POLAND
Gdynia Office:
Tel: +48-58-7855 110
t+48-602-725 088
gdynia.poland@
cargotec.com
QATAR
Doha Office:
Tel: +974-4460 7310
t+974-5507 1093
[email protected]
RUSSIA
St Petersburg Office:
Tel: +7-812-337 5450
t+7-921-938 0498
sviatoslav.chetyrkin@
cargotec.com
Vladivostok Office:
Tel: +-7-914-7912 263
SINGAPORE
Singapore Office:
Tel: +65-6597 3888
Merchant Ships:
t+65-6261 0367
marineservice.sgp@
cargotec.com
Offshore:
ofs.sgp.aftersales@
cargotec.com
SPAIN
Bilbao Office:
Tel: +34-94-480 73 39
t+34-629-46 91 10
[email protected]
SWEDEN
Enköping Office:
Tel: +46-171-232 00
aftersales.enk@
cargotec.com
Gothenburg Office:
Tel: +46-31-721 5000
t+46-31-721 5000
[email protected]
Örnsköldsvik Office:
Tel: +46-660-29 40 00
THAILAND
Bangkok Office:
Tel: +660-2-726 9516
UNITED ARAB
EMIRATES
Abu Dhabi Office:
Tel: +971-2-554 1690
t+971-50-4510 715
hanssen.surrey@
cargotec.com
Dubai Office:
Tel: +971-4-3413 933
t+971-50-651 0371
behrooz.boorang@
cargotec.com
UNITED KINGDOM
Aberdeen Office:
Tel: +44-1224-347 050
t+44-7850-313 733
[email protected]
Liverpool Office:
Tel: +44-151-708 4177
t+44-7768-334 419
Newcastle Office:
Tel: +44-191-295 2180
t+44-7768-334 419
[email protected]
Portsmouth Office:
Tel: +44-2392-210 703
t+44-7768-334 419
[email protected]
UNITED STATES
Fort Lauderdale Office:
Tel: +1-954-600-4199
t+1-757-558-4580
[email protected]
Houston Office:
Merchant Ships:
t+1-757-558-4580
[email protected]
Offshore:
Tel: +1-713-434-8975
t+1-713-434-8975
[email protected]
Jacksonville Office:
Tel: +1-904-821-0340
t+1-757-558-4580
ian.whitfield@
cargotec.com
Lafayette Office:
Tel: +1-337-231-5961
[email protected]
New Orleans Office:
Tel: +1-985-892-9833
t+1-985-892-9833
noah.schwehm@
cargotec.com
New York Office:
Tel: +1-914-305-9090
t+1-757-558-4580
Norfolk Office:
Tel: +1-757-558-4580
t+1-757-558-4580
david.drenon@
cargotec.com
Note
t = 24-hour service
numbers
31
Cargo handling solution has immediate
impact on a ship´s earning potential
move cargo,
cargo, so they should be designed
designed to
to do
do this
this effectively.
effectively. A ship needs to be designed
designed and
and built
built
Ships are built to move
around its intended
intended cargo
cargo profile.
profile. When you first start thinking
thinking about
about aa newbuilding,
newbuilding, tell
tell us
us how
how you
you plan
plan to
to operate
operateit,
it,
and the cargo mix. We’ll apply our cargo flow and stowage
stowage expertise
expertise to
to deliver
deliver the
the most
most efficient
efficientcargo
cargohandling
handlingdesign
design
possible.
Maximum cargo
possible. Maximum
cargo capacity
capacity and
and capacity
capacity usage
usage rate
rate are
are the
the key
key factors
factors in
in generating
generating aa ship’s
ship’s income
income –– so
so itit pays
pays
to
get
them
right.
No
two
ships
are
exactly
the
same,
and
sister
ships
show
that
money
invested
in
an
optimised
to get them right. No two ships are exactly the same, and sister ships show that money invested in an optimised solution
solution
can be recouped in a single round-trip. Imagine that difference multiplied by a ship’s lifetime.
can be recouped in a single round-trip. Imagine that difference multiplied over a ship’s lifetime.
www.macgregor-group.com
www.macgregor-group.com

MacGregor - Cargotec

Transcription

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